Car-coupling



(No Model.) n' (l H. SOMMERFELD. GAR GOUPLING.

No. 447,375. Patented Mar. 3, 1891.

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PATENT OFFICE.

HEINRICH soMMERFELD, or cAN'roN, KANsAs.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 447,375, dated March 3, 1891.

Application filed July 12, 1890. Serial No. 358,553. (No model.)

To all whom t may concern: Be it known that I, HEINRICH SOMMERFELD, of Canton, McPherson county, Kansas, have invented certain new and useful Improvements in Car-Couplings, of which the follow'- ing is a full, clear, and exact description, reference being had to theaccompanying drawings, forming a part hereof.

My invention relates to an improvementin car-couplings; and it consists in the peculiar construction and combination of devices that will be more fully set forth hereinafter, and particularly pointed out in the claims.

The object of my invention is mainly to provide a car-coupler by means of which the cars may be successfully coupled and uncoupled without the operator placing himselfbetween the cars to perform that duty. I have also provided for the assistance of the ordinary link and pin,which would be indispensable when the train of cars is passing'over a long and heavy upgrade.

In the drawings, Figure l is a side view of my coupling as applied to the cars. Fig. 2

is a view of the under portion of two cars with my improved coupling in a position and showing the construction and arrangement by which the cars may be successfully coupled and uncoupled at either side of the car. Fig. 3 is a sectional view of the front end of a car, showing the manner in which the draw-.head is secured thereto. Figa is a horizontalsectional View of two draw-heads coupled together.

On the under side of the car-platform are y the iron bars D D between which the drawhead B is located. Through these bars of iron I have provided square openings d d of sufficient dimensions, to which extend stoplugs E on the upper and lower surfaces of the shank of the draw-head, these lugs extending through said openings, at the same time allowing the draw-head sufficient lateral motion, so Vthat the cars can be coupled and uncoupled with ease by operating the couplinglevers. The two bars thus described, with the lugs extending through said opening, will afford suftlcientresistance, shouldthe mainfastening of the draw-head give way, to prevent the draw-head from pulling out or forcing itself rearward under the car.

to the under side of the cars, between which the Shanks of the draw-heads are secured.

F is the extreme portion of the draw-head ypassing through spiral springs G and H, forming a pivotal point at F through loop J, pei-,

mitting the draw-head to have sufficient motion to admit of coupling and uncouphng.

Said springs are of sufficient strength to hold the draw-head in its normal position, at the same time admitting of its having sufficient rearward and forward motion, thus preventing sudden concussion when the two drawheads come in contact.

I is a nut secured on the extreme diminished end of the draw-head shank.

K is a loop-bracket secured to the parallel timbers C, holding the spring L in position.

L is a spring made of steel of sufficient strength to hold the two-draw-heads in their nor-mal position.

M are stop-lugs attached te the draw-heads..

O is a cross-bar rigidly secured by bolts passing through its ends and the ends of the parallel timbers, securing the same to the under portion of the car, at the same time leaving-ample space for the ordinary motion of the draw-heads.

Y P is a pulley held in position by being journaled to the under portion 0f the car, over which the chain passes from lever to lockinglever.

Q is a bracket.

R is the coupling-lever.

A bracket s is secured to the car, to which the lever R is pivoted at S.

T is the outer portion of the coupling-lever.

U is a stop-block against which the coupling-lever rests.

V is a loop, to which ratchet-lever IV is hinged.

lV is the ratchet-lever, which rests over the coupling-lever a sufficient distance from its outer end when the cars are uncoupled.

The coupling-lever is forced forward and the recesses in the ratchet-lever w w drop over the locking-lever, holding the drawheads in an uncoupled position.

IOO

X and Y are slotted openings in the drawheads admitting,` the coupling-links.

w and 'y are the openings in the draw-head, through which coupling-pins are forced.

z z are coup1ing-pins5 l), extended portion of draw-head.

B B are the jaws of the draw-head in a locked position.

Having thus fully described my invention, what I claim as new, and desire protection in by Letters Patent of the United States, i

l. In a drawhead,v a hooked portion, a `groove in one side of said draw-head extending from the base of the hooked portion toits forward end, and a groove in the opposite side of the draw-head having an opening at each end, substantially as described.

2. In a car-coupling, a hooked draw-head adapted to have a lateral movement and provided on each side with grooves for the insertion of links, lugs on said draw-head to limit its movement, an operating-lever pivoted to the car-platform, and a chain passing around a pulley and connecting said lever with the draw -head, substantially as described.

3. In a car-coupling, bars secured to the under side of the car-platform, the draw-head located between said bars, lugs on said drawhead, and openings in said bars to receive the lugs, thereby limiting the movement of the draw-head, substantially as described.

l. In a ear-coupling, the bars secured to lthe -under side of the car-platform, the draw-head located between said bars, abrace or loop also located between said bars and in which the rear portion of the draw head rests, and springs encircling the rear portion of the drawhead, substantially as described.

In testimony whereof I affix my si gnatu re in presence of two witnesses.

HEINRICH SOMMERFELD.

Vitn esses:

GEO. Y. THORPE,

Il. E. PRiCE. 

